flight time last 90 days : 115 flight time total : 7780 flight time type : 3560

ASRS Report

197741

Person 2

Affiliation

Other

Function

flight crew : first officer

Qualification

pilot : instrument pilot : commercial

Events

Anomaly

conflict : airborne less severe other spatial deviation

Independent Detector

other flight crewa

Resolutory Action

flight crew : took evasive action other

Consequence

Other

Miss Distance

horizontal : 3000

Supplementary

Primary Problem

Flight Crew Human Performance

Air Traffic Incident

other

Narrative:

We were approaching from the west to land at eagle county, co. Eagle county is an uncontrolled airport with a FSS on the field. Approximately 25 mi to the west we called eagle flight service for an airport advisory and received the information that the WX was clear and either runway was available. At this time I elected to enter the pattern with a left downwind to runway 25. We stated our position on frequency 123.6 as we entered the left downwind to runway 25. We flew a standard pattern to set up for landing. During the downwind and base we were not able to state our position in the pattern due to the FSS communicating with other aircraft. Once established on final we stated our position as being 1 1/2 mi on final. At the time we announced our position on final, there was an mdt holding short of the runway awaiting departure. After our call the mdt called us by the last 2 letters of our registration number stating that they were taking the runway for departure and that they felt there was enough room for them to depart prior to our arrival. I did not agree with the mdt pilot's assessment as to there being enough room, but elected to continue the approach expecting the mdt to expedite his departure due to our being on short final (we had our taxi lights on at this time and should have been easily seen). As we approached the runway the mdt had started his takeoff roll, but in my opinion had taken too much time in initiating his departure. The mdt was still on the runway as we approached the runway end and was causing some buffeting of our aircraft due to his thrust turbulence. At this time I elected to execute a go around due to the buffeting of our aircraft and the uncertainty as to whether the mdt would be on the runway at the time of our touchdown. I flew my aircraft to the north side of the runway to keep the other aircraft in sight and to avoid any thrust or wake turbulence. Once the mdt had turned to the crosswind for his departure I began my crosswind turn to reenter the pattern. We landed on runway 25 without further incident. I feel that the pilot of the mdt exercised very poor judgement in taking the runway with our aircraft as close to the runway end as it was. If the mdt pilot had expedited his departure and not taken the time he did, I feel that we could have landed on the runway by the time his aircraft had become airborne.

Title: LTT ON APCH AT UNCTLED ARPT MAKES A GAR AS MDT TAKES TOO LONG ON RWY PRIOR TO TKOF.

Narrative: WE WERE APCHING FROM THE W TO LAND AT EAGLE COUNTY, CO. EAGLE COUNTY IS AN UNCTLED ARPT WITH A FSS ON THE FIELD. APPROX 25 MI TO THE W WE CALLED EAGLE FLT SVC FOR AN ARPT ADVISORY AND RECEIVED THE INFO THAT THE WX WAS CLR AND EITHER RWY WAS AVAILABLE. AT THIS TIME I ELECTED TO ENTER THE PATTERN WITH A L DOWNWIND TO RWY 25. WE STATED OUR POS ON FREQ 123.6 AS WE ENTERED THE L DOWNWIND TO RWY 25. WE FLEW A STANDARD PATTERN TO SET UP FOR LNDG. DURING THE DOWNWIND AND BASE WE WERE NOT ABLE TO STATE OUR POS IN THE PATTERN DUE TO THE FSS COMMUNICATING WITH OTHER ACFT. ONCE ESTABLISHED ON FINAL WE STATED OUR POS AS BEING 1 1/2 MI ON FINAL. AT THE TIME WE ANNOUNCED OUR POS ON FINAL, THERE WAS AN MDT HOLDING SHORT OF THE RWY AWAITING DEP. AFTER OUR CALL THE MDT CALLED US BY THE LAST 2 LETTERS OF OUR REGISTRATION NUMBER STATING THAT THEY WERE TAKING THE RWY FOR DEP AND THAT THEY FELT THERE WAS ENOUGH ROOM FOR THEM TO DEPART PRIOR TO OUR ARR. I DID NOT AGREE WITH THE MDT PLT'S ASSESSMENT AS TO THERE BEING ENOUGH ROOM, BUT ELECTED TO CONTINUE THE APCH EXPECTING THE MDT TO EXPEDITE HIS DEP DUE TO OUR BEING ON SHORT FINAL (WE HAD OUR TAXI LIGHTS ON AT THIS TIME AND SHOULD HAVE BEEN EASILY SEEN). AS WE APCHED THE RWY THE MDT HAD STARTED HIS TKOF ROLL, BUT IN MY OPINION HAD TAKEN TOO MUCH TIME IN INITIATING HIS DEP. THE MDT WAS STILL ON THE RWY AS WE APCHED THE RWY END AND WAS CAUSING SOME BUFFETING OF OUR ACFT DUE TO HIS THRUST TURB. AT THIS TIME I ELECTED TO EXECUTE A GAR DUE TO THE BUFFETING OF OUR ACFT AND THE UNCERTAINTY AS TO WHETHER THE MDT WOULD BE ON THE RWY AT THE TIME OF OUR TOUCHDOWN. I FLEW MY ACFT TO THE N SIDE OF THE RWY TO KEEP THE OTHER ACFT IN SIGHT AND TO AVOID ANY THRUST OR WAKE TURB. ONCE THE MDT HAD TURNED TO THE XWIND FOR HIS DEP I BEGAN MY XWIND TURN TO REENTER THE PATTERN. WE LANDED ON RWY 25 WITHOUT FURTHER INCIDENT. I FEEL THAT THE PLT OF THE MDT EXERCISED VERY POOR JUDGEMENT IN TAKING THE RWY WITH OUR ACFT AS CLOSE TO THE RWY END AS IT WAS. IF THE MDT PLT HAD EXPEDITED HIS DEP AND NOT TAKEN THE TIME HE DID, I FEEL THAT WE COULD HAVE LANDED ON THE RWY BY THE TIME HIS ACFT HAD BECOME AIRBORNE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.